Railway signaling.



' PATBNTED JUNE 19,1906,

L. H. THULLEN. RAILWAY SIGNALING.

IA'PPLIGATION FILED FEB. s. 1904. RENEWED MAY 10, 1906.

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lvm'szsm isf PATENTED JUNE19,'1906.

I L. H. THU-LL'EN. RAILWAY SIGNALING.

APPLICATION FILED 1 312.5, 1904. RENEWED MAY 10, 1906. v

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N0.s23',e4s. v PATENTED 3111319, 1906. L. H. THULLEN.

' RAILWAY SIGNALING. APPLICATION IILED was. 1904. RENEWED Mn 10, 1906'.

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lill'd all-,whom it may concern:

UNITED STATES m3; f823, 64S

I Applieation filed February 5190}.

Beit known that 1-, Low THUiiLEN, a citizen of. the United States, janda resident of q Edgewood, in the county of Allegheny and 5 ;S ,tate of Pennsylvania, haye invented certain new and ruseful lmprovements'in' Railway ignaling Systems, of which the 'foll'owing is a specification. 1 5 1 .1- a My-invention relates to a signaling system,

iolzand iszpartic-ularly adapted to railways over which=electric cars are} repelled, the motive power forthe'motors which is alternating current andwith*a return for the propulsion- ,current; through the rails or a-. rail.

1 Twill -.describe-.a railway signaling system embodying my invention and then point out A 1 the novel features thereof in claims;

' ,flnthe accompanying drawings,;Fi'gure lis a diagrammatical view of aportiosn'of. an elecz tric railway haying finyinventlon applied thereto, Fig. 2is'aJviewsimilaratoFig. 1,- but showing a modification of m'y invention.

Fig, 3 is a view similar to Figs. 1 and 2, "but showing another modification of -my inve'nl tion. V v I Similar lettersof reference designate correspending parts in all the figures of the '1) designatesja railroad, oneof the rails d of 0' which is electrically continuous throughout its length, while the other rail cl sis-divided into sections, which sections are suitably insulated from one another. -Preferably each insulated section will be of a length equal to what may be termed a block-sec- 1 ltionf In the drawings 1 have shown-two such sections D D and portions of two. adja-= cent block-sections D; and D V Y K designates railway-signals, one being 40 provided for each block-section. Each rail-. way-signal preferably comprises a signal device K in the form of a sema hore and a suit,-

able mechanism by which t 1e sema hore K maybe moved from one position o indica tion to another. The mechanism of each railway-signal may be any design but it will preferabl' be electrically controlled. a

Each coin rises a closed track-circuit, which closed trac -circuit includes a source of electrical energy, a portion of both track-rails of the block-sections, and atranslating device. In the present invention the source of electrical energy is preferably a battery E, which supplies direct current to the track-circuit. The translating device may be any design, and, as

i Specification of Letters Patent.

lock-section D, D, and D ,J&c.,

PATENT- ()FFl'CE; i v a. I v [Louis H. T'HULLEN, OFEDGEWOOD, PENNSYLVANIA.

' RAILWAY SIGNALING.

her'e shown, consistsiof an ordinary relayH, the armature h of;,.whichc0nt rols a local cir cuit, including contact-points N; and the'electrically-operated "controlling .mefihanism of the railway-signal. It will be understood that ifthe continuityof the closed track-cir- 'cuit'is complete or the track-rails includedin the circuit are not bridged by the wheels and axle of a car or cars the 'curr entfwill ll ow, from the 'batt'ery'E to energize the tra'nlsla'ting device H, which closesthe contact N, and

thereby close thecircuit of the electrically opr erated dey'ice of t hesign'al'mechanism, der the foreoing conditions" the railway." a

semaphore wi 1 be ,inthe .clearF'Ior S ra- 2 position of indication, and should any condi'' tion exist other than those heretofore stated the semaphore will be moved or will move to the danger position of indication,

A designates a conductor which is connect- I Patented. June 19;;19oe. Renewed MaylOdQOfi. simu te.

ed with one 'pole of alternating-current gener ator B, the other pole of which is connected with the continuous rail (1 of the railroad; I

E" is' a diagrammatical representation of'an;

electric car rovided with a trolle Q which is in contact wit 1' thecondu'ctor' A', w ich may be either an overhead wire or a third rail be seen that a circuit from the-generator is supplied'thelnotor in the car E through the trolley, and the return for the propulsion current will be particularly through the" track-rail d, though paths are provided by which any propulsion-current in the insulated sections d may reach the rail (1,. so that, in effect, the return will be through both of the track-rails. r i

' In order that-the propulsion-current may not-affect the translating device H, I preferably include ,means in" the closed track-cirof alternating current reachingthe translating device, thereby causing it'to be energized, especially at times, when it should bed-cenergized. The means-which I emgloy are preferably an inductive, winding. This cuit'which will prevent asufficient quantity roo winding may be in the form of an iron core with either a closed magnetic circuit or with an open magnetic circuit, or it maybe used without a core. It will be understood that I do'not limit myself to any particular form of inductive winding 'or to any particular means for excluding alternating current from the translating device, as it is witlnii the scope of m invention to employ an eluding alternating current fi means for exom the translating device. The ob ect of this winding is I magnetic saturation of this core.

rails can be used for the return of the 5 sistance offers very little resistance for the passage of direct current to the translating device.

F designates a resistance included in the closed track-circuit for the purposc'pf limit- 10 ing the. amount of current flowing through the battery E when the two rails included in the track-circuit are short-circuited.

Referring now to Fig. 2, the inductive winding G is rovided with a second or difr 5 ferential win ing G, which embraces the core 9 of the inductive winding. The inductivewinding G is in multiple circuit with the battery E. The purpose of this differential winding G is to neutralize the magnetib 2o 'aetion of the direct current on the iron core of the inductive winding. The direct current passing through the inductive Winding G has a tendency to magnetize the core to a considerable extent, thereby causing hi hle'r e higher the saturation of the core the greater amount-of alternatin current there will be traversing this inductive winding, which, as hereinbefore stated, counteracts the magnetio,zation of this core' by the direct current,

thereby keeping down the alternating current which might traverse this coil the lowest possible amount.

In Fig. 3 instead of the resistance F, I em' ploy an inductive resistance F, the purpose of which is to prevent alternating current in the track-circuit. for traversing the battery of that track-circuit.

It will be understood that both the trackropulsion-current, and wherever in the c aims I have used the word.rail I do not wish to belunderstood as being limited to only one ra1 WVhat I claim for my invention is- 1. In a signaling system for use on electric railways employing alternating current as motive power and a rail for the return thereof, the combination of a series of block-sections, a closed track-circuit for each blocksection which includes a portion of both trackrails, a source of direct current for each track-circuit, a translating device included ineach track-circuit, and an inductive wind- 5 5 included in the track-circuit for preventmg alternating currcnteffectively operating the translating device. 7

2. In a signaling system for use on electric railways employing alternating current as motive power and a rail for the return thereeach track-circuit, an inductive winding in cluded in'the track-circuit for preventing alternating current effectively operating the translating device, and means for counteracting the magnetization of the core of the inductive winding caused by the direct current in the track-circuit. 3. In a signaling system for use on electric railways employing alternating current as a motive power and a rail for the return thereof, the combination ofa series of block-sections, a closed track-circuit for each blocksection which includes a portion of both track-rails, a source of direct current for each track-circuit, a translating device included in each track-circuit, a. resistance included in the track-circuit between the battery and the rails, and means also in each track-circuit for preventing alternating current effectively operating the device.

4. In the signaling system for use on electric railways employin alternating current as motive power, and t e rail for the return thereof, the combination of a series of blocksections, a closed track-circuit for each blocksection including a portion -of both trackrails, a source of direct current for each trackcircuit, a translating device included in each track-circuit, an inductive winding included in the track-circuit for preventing alternating'current effectively operating the translating device, and a second winding on the core of the inductive winding, which second winding is included in multiple with the direct-current supfply for counteracting the magnetization o the core of the inductive winding caused by the direct current in the track-circuit.

5. A signaling system for railways the trackway of which is employed as a return for alternating propulsion-current, a source of alternating repulsion-current, a series of track-circuits ormed in part by the trackway, a source of direct current for each trackcircuit, a relay for each track, and an impedance-coil in each track-circuit.

In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

W. L. MCDANIEL, GEORGE MCCORMICK. 

